Vehicle diagnostic system, vehicle diagnostic method, and vehicle

ABSTRACT

Provided are a vehicle configured such that if idling does not automatically stop, an in-vehicle display will occur immediately if a malfunction is the cause, thereby enabling a driver to have peace of mind and concentrate on driving, without giving the driver an unnecessary sense of unease; a vehicle diagnostic system therefor; and a vehicle diagnostic method. The vehicle comprises an idle stop error display unit provided corresponding to a specific ECU among a plurality of ECUs, and that indicates that an idle stop malfunction has occurred, being a malfunction corresponding to a second IS malfunction code, when a malfunction has occurred within a control target range for any among the plurality of ECUs, said malfunction recording the second IS malfunction code which does not cause the operation of a warning light requesting inspection or repair of an error that has occurred inside the vehicle.

TECHNICAL FIELD

The present invention relates to a vehicle including an idling stopcontrol system for executing an idling stop for stopping a drive sourcesuch as an engine or the like from idling, by cooperatively controllinga plurality of electronic control units. The present invention alsorelates to a diagnosing system and a diagnosing method of such avehicle.

BACKGROUND ART

In the event of some fault occurring in a vehicle while the vehicle isbeing driven, it has heretofore been customary for an electronic controlunit (hereinafter referred to as “ECU”) on the vehicle which deals withthe faulty component to record fault information such as a fault code orthe like. If a serious fault such as a fault with respect to an enginecombustion or exhaust system of the vehicle occurs, it has been thepractice to turn on a warning lamp on the instrument panel to let thedriver know the occurrence of the fault.

For example, if an engine coolant temperature sensor of the vehiclefails, then an engine ECU records a fault code “PXXXX” and turns on aPGM-FI warning lamp to indicate the fault to the driver.

For repairing the vehicle, the repair shop worker connects an externaldiagnosing apparatus to a data link connector of the vehicle, and readsfault codes accumulated in the engine ECU, which is an ECU concernedwith engine coolant temperature faults, to confirm or recognize detailsof the failure. Therefore, the repair shop worker can spot the locationand cause of the failure relatively easily.

Attempts have been made to let the driver of a vehicle know its statesin combination with a system, known as an idling stop control system,that automatically stops the engine of the vehicle from idling when thevehicle comes to a halt based on an overall judgment made in view ofvarious factors including a reduction in fuel consumption. The idlingstop control system judges whether the engine should be stopped fromidling or not, using various ECUs that cooperatively judge merits anddemerits of the engine stopped from idling. When the engine is stoppedfrom idling by the idling stop control system, the fact that the engineis stopped from idling is displayed on an instrument panel, making thedriver rest assured at the time the vehicle stops moving (see, forexample, Abstract of Japanese Laid-Open Patent Publication No.2004-224269).

SUMMARY OF INVENTION

However, if the engine of a vehicle with an idling stop control functionis not automatically stopped from idling when the vehicle stops moving,then the driver is unable to decide whether the engine keeps idlingbecause the idling stop control function has failed or because someconditions for not stopping the engine from idling have been satisfied.If it frequently happens that the engine is not automatically stoppedfrom idling when the vehicle stops moving, then the driver may have thesense of mistrust that the idling stop control function has failed, andmay often be liable to contact the vehicle dealer to ask if the idlingstop control function has failed even though it is working properly.

In order to diagnose a failure of the idling stop control system to stopthe engine from idling, it is necessary to individually access allinvolved ECUs in the vehicle to read fault information such as faultcodes recorded in the ECUs by connecting an external diagnosing machineto the ECUs. It is quite time-consuming to extract the necessaryinformation from all those ECUs. In addition, since all the faultinformation including fault codes is read from the ECUs, it includesfault information that has nothing to do with the idling stop controlsystem, and hence it is also quite time-consuming to verify theextracted fault information.

The present invention has been made in view of the above difficulties.It is an object of the present invention to provide a vehicle, and adiagnosing system and a diagnosing method of the vehicle, which, when anengine is not automatically stopped from idling, can immediatelyindicate the cause of non-execution of the idling stop in the interiorof the vehicle if a fault is the cause thereof, thereby allowing thedriver to concentrate on driving securely without having an unnecessarysense of mistrust.

According to the present invention, there is provided a vehiclediagnosing system for performing a fault diagnosis of a vehicleincluding an idling stop control system, the idling stop control systemexecuting an idling stop for stopping a drive source of the vehicle fromidling by cooperatively controlling a plurality of electronic controlunits, wherein the vehicle comprises, a plurality of warning lampsassociated with specific ones of the electronic control units, andconfigured to demand an inspection or repair of a failure which hasoccurred in the vehicle, and an idling stop controller configured toautomatically execute the idling stop when a predetermined condition issatisfied, wherein when the electronic control units detect a fault intarget ranges controlled thereby, the electronic control units recordfault codes, the fault codes include idling stop fault codes defined asinhibiting the idling stop of the drive source, and non-idling stopfault codes not defined as inhibiting the idling stop, the idling stopfault codes include first idling stop fault codes defined as energizingthe warning lamps and second idling stop fault codes not defined asenergizing the warning lamps, and the vehicle further comprises anidling stop failure indicator configured to indicate an idling stopfault corresponding to one of the second idling stop fault codes whenthe idling stop fault which records the one of the second idling stopfault codes in any of the electronic control units has occurred in atarget range controlled thereby.

According to the present invention, the vehicle comprises an idling stopfailure indicator configured to indicate an idling stop faultcorresponding to one of the second idling stop fault codes when theidling stop fault which records the one of the second idling stop faultcodes in any of the electronic control units has occurred in a targetrange controlled thereby. When a fault has occurred which is not seriousenough to energize the warning lamps, but which inhibits an idling stop,the driver of the vehicle can recognize that the fault has occurredbased on the indication of the idling stop failure indicator.

Therefore, even if an idling stop is not executed in a case where thedriver of the vehicle tends to expect that the idling stop is carriedout, e.g., when the driver waits for the traffic light at anintersection, the driver can simply and visually confirm the indicationof the idling stop failure indicator to see if the reason for thenon-execution of the idling stop is due to occurrence of the fault ornot. Further, on the occurrence of fault, the driver can simplyunderstand that the fault is serious enough to energize a warning lampor that the fault is a relatively minor fault which corresponds to thesecond idling stop fault mode and energizes the idling stop failureindicator. Accordingly, the driver can concentrate on driving securelywithout having an unnecessary sense of mistrust while driving such thatthe idling stop is not executed properly.

Further, the driver can recognize the degree of urgency about the fault,case by case. In a repair shop or the like for a fault diagnosis of thevehicle, the second idling stop fault codes can be used as a guide forperforming diagnoses on the electronic control units.

The idling stop failure indicator may include a single indicator lamp,and the idling stop failure indicator may indicate the idling stop faultby the single indicator lamp when the idling stop fault which recordsthe one of the second idling stop fault codes in any of the electroniccontrol units has occurred in the target range controlled thereby.

Generally, each of warning lamps in the vehicle which demand aninspection or repair of a failure in the vehicle is associated with aspecific electronic control unit. Stated otherwise, when an energizedwarning lamp is specified, the electronic control unit for controllingthe failure component can be identified. In contrast, when the secondidling stop fault codes are recorded in any of the electronic controlunits, the single indicator lamp is used for indicating that the idlingstop faults have occurred. Thus, only one indicator lamp indicates thatthe idling stop faults have occurred when any of the electronic controlunits detect the idling stop faults. Accordingly, the user can easilyrecognize whether an idling stop failure has occurred or not while theuser is driving the vehicle.

Whether or not the idling stop fault which records the one of the secondidling stop fault codes in any of the electronic control units hasoccurred in the target range controlled thereby, the idling stop isinhibited and the idling stop fault is indicated when an activationcount of a starter motor is larger than a predetermined value or when astarting performance of the starter battery for the starter motor islower than a predetermined value. Even if no fault has occurred in thevehicle, the driver can recognize a risk that the vehicle cannotpossibly be started owing to the deterioration of the starter motor orstarter battery, through the indication of the idling stop failureindicator.

According to the present invention, there is also provided a vehiclediagnosing method of performing a fault diagnosis of a vehicle includingan idling stop control system, the idling stop control system executingan idling stop for stopping a drive source of the vehicle from idling bycooperatively controlling a plurality of electronic control units,wherein the vehicle comprises a plurality of warning lamps associatedwith the electronic control units, and configured to demand aninspection or repair of a failure which has occurred in the vehicle, andan idling stop controller configured to automatically execute the idlingstop when a predetermined condition is satisfied, wherein when theelectronic control units detect a fault in target ranges controlledthereby, the electronic control units record fault codes, the faultcodes include idling stop fault codes defined as inhibiting the idlingstop of the drive source, and non-idling stop fault codes not defined asinhibiting the idling stop, the idling stop fault codes include firstidling stop fault codes defined as energizing the warning lamps andsecond idling stop fault codes not defined as energizing the warninglamps, and an idling stop failure indicator in the vehicle indicates anidling stop fault corresponding to one of the second idling stop faultcodes when the idling stop fault which records the one of the secondidling stop fault codes in any of the electronic control units hasoccurred in a target range controlled thereby.

According to the present invention, there is also provided a vehicleincluding an idling stop control system, the idling stop control systemexecuting an idling stop for stopping a drive source of the vehicle fromidling by cooperatively controlling a plurality of electronic controlunits, wherein the vehicle comprises a plurality of warning lampsassociated with the electronic control units, and configured to demandan inspection or repair of a failure which has occurred in the vehicle,and an idling stop controller configured to automatically execute theidling stop when a predetermined condition is satisfied, wherein whenthe electronic control units detect a fault in target ranges controlledthereby, the electronic control units record fault codes, the faultcodes include idling stop fault codes defined as inhibiting the idlingstop of the drive source, and non-idling stop fault codes not defined asinhibiting the idling stop, the idling stop fault codes include firstidling stop fault codes defined as energizing the warning lamps andsecond idling stop fault codes not defined as energizing the warninglamps, and the vehicle further comprises an idling stop failureindicator configured to indicate an idling stop fault corresponding toone of the second idling stop fault codes when the idling stop faultwhich records the one of the second idling stop fault codes in any ofthe electronic control units has occurred in a target range controlledthereby.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram showing a general arrangement of a vehiclediagnosing system according to an embodiment of the present invention;

FIG. 2 is a view of a meter display device;

FIG. 3 is a flowchart of a normal processing sequence followed when theengine of a vehicle is automatically stopped from idling at the time thevehicle comes to a halt;

FIG. 4 is a flowchart of an idling stop control process carried out byan engine electronic control unit (hereinafter referred to as “engineECU”);

FIG. 5 is a flowchart of a process (details of S21 in FIG. 4) carriedout by the engine ECU for judging idling stop preconditions (hereinafterreferred to as “IS preconditions”);

FIG. 6 is a diagram illustrating information that is supplied to theengine ECU for the engine ECU to judge IS preconditions and idling stoppermitting conditions (hereinafter referred to as “IS permittingconditions”);

FIG. 7 is a flowchart of a process (details of S22 in FIG. 4) carriedout by the engine ECU for judging IS permitting conditions;

FIG. 8 is a diagram showing examples of faults corresponding to first ISfault codes, second IS fault codes, and non-IS fault codes;

FIG. 9 is a first flowchart of an idling stop-related display controlprocess carried out by the engine ECU;

FIG. 10 is a second flowchart of the idling stop-related display controlprocess carried out by the engine ECU;

FIG. 11 is a flowchart of a sequence followed when a fault diagnosis isperformed on the vehicle using an external diagnosing apparatus;

FIG. 12 is a view showing by way of example a screen displayed when theexternal diagnosing apparatus confirms various components of the vehiclewhile an idling stop indicator lamp (hereinafter referred to as “ISindicator lamp”) is being lighted in red;

FIG. 13 is a view showing by way of example a screen displayed when theexternal diagnosing apparatus confirms various components of the vehiclewhile the IS indicator lamp is not being lighted in red;

FIG. 14 is a flowchart of a process carried out by the externaldiagnosing apparatus for confirming the states of various components ofthe vehicle if the IS indicator lamp is lighted in red; and

FIG. 15 is a flowchart of a processing sequence carried out by theexternal diagnosing apparatus for confirming the states of variouscomponents of the vehicle the IS indicator lamp is not lighted in red.

DESCRIPTION OF EMBODIMENTS A. Embodiment [1. Arrangement] (1-1. OverallArrangement)

FIG. 1 shows in block form a general arrangement of a vehicle diagnosingsystem 10 (hereinafter referred to as “system 10”) according to anembodiment of the present invention. As shown in FIG. 1, the system 10includes a vehicle 12 as a diagnostic target and an external diagnosingapparatus 14 for diagnosing the condition of the vehicle 12 from outsideof the vehicle 12. The condition of the vehicle 12 can beself-diagnosed.

(1-2. Vehicle 12) (1-2-1. Vehicle 12 in Its Entirety)

The vehicle 12 is a diesel-powered vehicle having an engine 16 and alsoa manual transmission (MT) vehicle. As described later, the vehicle 12may be a gasoline-powered vehicle (including a hybrid vehicle) or anelectric vehicle (including a fuel cell vehicle). The vehicle 12 may bea vehicle other than an MT vehicle, e.g., an automatic transmissionvehicle (AT vehicle). The vehicle 12 according to the present embodimentis a four-wheeled vehicle. However, the vehicle 12 may be a two-wheeledvehicle, a three-wheeled vehicle, a six-wheeled vehicle, or the like.

The vehicle 12 has a plurality of electronic control units (hereinafterreferred to as “ECUs”) for controlling the vehicle 12. Specifically, thevehicle 12 has an engine electronic control unit (hereinafter referredto as “engine ECU 20” or ENG ECU 20), a vehicle stability assistanceelectronic control unit (hereinafter referred to as “VSA ECU 22”), anantilock brake system electronic control unit (hereinafter referred toas “ABS ECU 24”), a brake negative pressure electronic control unit(hereinafter referred to as “brake negative pressure ECU 26”), anelectric power steering electronic control unit 28 (hereinafter referredto as “EPS ECU 28”), a battery electronic control unit (hereinafterreferred to as “battery ECU 30”), a meter electronic control unit(hereinafter referred to as “meter ECU 32”), an air conditionerelectronic control unit (hereinafter referred to as “air conditioner ECU34”), a supplemental restraint system electronic control unit(hereinafter referred to as “SRS ECU 36”), and an immobilizer electroniccontrol unit (hereinafter referred to as “immobilizer ECU 38”).

(1-2-2. Engine ECU 20 and Its Periphery)

The engine ECU 20 (idling stop controller), which serves to control theoutput power of the engine 16, has, in addition to its engine controlfunction, a function to control an idling stop (hereinafter alsoreferred to as “IS”) of the engine 16 based on an overall judgment madeabout the results that are obtained by the respective ECUs when theyhave judged whether the engine 16 should be stopped from idling or notdepending on the states of the respective control targets of the ECUs.The engine ECU 20 also controls an alternator 40 and a starter motor 42in addition to the engine 16 (described in detail later). When actuatedby the engine 16, the alternator 40 generates electric power andsupplies the generated electric energy to a 12 V battery 86 to bedescribed later, etc. For starting the engine 16, the starter motor 42rotates a crankshaft, not shown, to start the engine 16.

The engine ECU 20 is supplied with output signals from a coolanttemperature sensor 44, an accelerator pedal sensor 46, a brake pedalsensor 48, a clutch pedal sensor 50, a shift position sensor 52, avehicle speed sensor 54, and an idling stop controller turn-off switch56 (hereinafter referred to as “IS off SW 56”).

The coolant temperature sensor 44 detects the temperature of the coolantof the engine 16 (hereinafter referred to as “engine coolant temperatureTw”). The accelerator pedal sensor 46 detects an operated amount of anaccelerator pedal 58 (hereinafter referred to as “accelerator operatedamount θap”). The brake pedal sensor 48 detects an operated amount of abrake pedal 60 (hereinafter referred to as “brake operated amount θbp”).The clutch pedal sensor 50 detects an operated amount of a clutch pedal(hereinafter referred to as “clutch operated amount θcp”). The shiftposition sensor 52 detects an operated position of a shift lever 64(hereinafter referred to as “shift position Ps”). The vehicle speedsensor 54 detects a vehicle speed V of the vehicle 12.

The IS off SW 56 is a switch for setting whether an automatic idlingstop control function is to be activated or not, and is located in aposition operable by the driver of the vehicle 12. When the IS off SW 56is turned off, the engine ECU 20 is capable of automatically stoppingthe engine 16 from idling. When the IS off SW 56 is turned on, theautomatic idling stop control function is inactivated, and the engineECU 20 is inhibited from stopping the engine 16 from idling.

As shown in FIG. 6, the engine ECU 20 has an input/output unit 70, aprocessor 72, and a memory 74. Although not shown, each of the otherECUs also has an input/output unit, a processor, and a memory.

(1-2-3. VSA ECU 22 and ABS ECU 24)

The VSA ECU 22 serves to perform a vehicle stability assistance (vehiclestability assist) control process. The VSA ECU 22 controls a brakesystem, etc., not shown, to stabilize the behavior of the vehicle 12when the vehicle 12 turns along a curved road or the like.

The ABS ECU 24 serves to perform an antilock braking control process.The ABS ECU 24 controls the brake system, etc. to prevent the roadwheels, not shown, of the vehicle 12 from being locked when the vehicle12 is braked.

(1-2-4. Brake Negative Pressure ECU 26)

The brake negative pressure ECU 26 controls the negative pressure of thebrake system based on a brake negative pressure Pn detected by anegative pressure sensor 80. The brake negative pressure Pn willhereinafter be described as having a positive value.

(1-2-5. EPS ECU 28 and Its Periphery)

The EPS ECU 28 serves to perform a steering assistance control process.The EPS ECU 28 controls the components (an electric motor and a torquesensor, both not shown, a steering angle sensor 82, etc.) of an electricpower steering apparatus to assist the driver in steering the vehicle12. The steering angle sensor 82 detects a steering angle θst of asteering wheel 84.

(1-2-6. Battery ECU 30 and Its Periphery)

The battery ECU 30 controls the charging and discharging, etc. of the 12V battery 86 (hereinafter also referred to as “battery 86” or “12 V BAT86”). The 12 V battery 86 supplies electric power to the variouselectric components (the ECUs, the sensors, an air conditioner 180,etc.) of the vehicle 12 through electric power cables, not shown.

(1-2-7. Meter ECU 32 and Its Periphery)

The meter ECU 32 controls a meter display device 92 on an instrumentpanel 90 (see FIG. 2).

FIG. 2 is a view of the meter display device 92. As shown in FIG. 2, themeter display device 92 has first through fifth display units 94, 96,98, 100, 102. The first display unit 94 displays a vehicle speed V in adigital presentation. The second display unit 96 displays an enginerotational speed [rpm] and has a plurality of warning lamps 104, 106 anda plurality of indicator lamps 108, 110, 112.

The warning lamp 104, which is a VSA warning lamp, blinks when a VSAfunction is working and is lighted when the VSA function suffers afault, or stated otherwise, when a fault occurs within a target rangethat is controlled by the VSA ECU 22. The warning lamp 106 is a VSA offwarning lamp that is lighted when the VSA function is turned off by anoperating switch, not shown.

The indicator lamp 108 is a shift-up indicator lamp that is lighted whena shift-up operation is recommended. The indicator lamp 110 is ashift-down indicator lamp that is lighted when a shift-down operation isrecommended.

The indicator lamp 112 is an idling stop indicator lamp (hereinafterreferred to as “IS indicator lamp 112”) for indicating whether an IScontrol process is being carried out or not. According to the presentembodiment, the IS indicator lamp 112 is lighted or blinks and changesits light emission colors depending on how the IS control process iscarried out, as described in detail later with reference to FIGS. 9 and10, etc.

According to the present embodiment, a “warning lamp” is provided togive a warning, e.g., for prompting the driver to inspect a fault orrepair the vehicle 12 or take a certain action, in the event of a faultoccurring in the vehicle 12, and is associated with a specific ECU,sensor, or switch. The “warning lamp” is also used to give a warningabout the occurrence of a significant fault that is directly related toa failure (system failure) tending to make the entire target rangecontrolled by each ECU fail to function. Therefore, anyone who sees awarning lamp that is lighted, they can understand which ECU, sensor, orswitch is involved in the warning for prompting them to inspect a faultor repair the vehicle 12 or take a certain action.

If a “warning lamp” is related to a failure or fault in the vehicle 12,then once such a failure or fault occurs, the warning lamp continues tooperate, i.e., to be lighted or to blink until the failure or fault iseliminated. The warning lamp is de-energized when an ignition switch,not shown, of the vehicle 12 is turned off, but starts to continueoperating again when the ignition switch is turned on.

According to the present embodiment, an “indicator lamp” is provided toindicate a certain content without giving a warning from a warning lamp.For example, an “indicator lamp” is used to indicate other events than awarning about the occurrence of a significant fault that is directlyrelated to a system failure, e.g., the occurrence of a relatively minorfault that is not directly related to a system failure.

The third display unit 98 displays an engine coolant temperature Tw andhas a plurality of warning lamps 120, 122, 124, 126 and a plurality ofindicator lamps 128, 130, 132, 134, 136, 138, 140, 142.

The warning lamp 120 is a PGM-FI warning lamp (engine warning lamp) thatis lighted or blinks when a fault is occurring in relation to the engine16, or stated otherwise, when a fault is occurring within a target rangecontrolled by the engine ECU 20. The warning lamp 122 is a chargewarning lamp that is lighted when the 12 V battery 86 is not chargedenough and is also lighted when a fault is occurring in relation to the12 V battery 86, or stated otherwise, when a fault is occurring within atarget range controlled by the battery ECU 30.

The warning lamp 124 is an oil pressure warning lamp that is lightedwhen the pressure of the engine oil drops and is also lighted when afault is occurring in relation to the pressure of the engine oil, orstated otherwise, when a fault is occurring within a target rangecontrolled by an oil pressure control ECU, not shown, while the engine16 is in operation.

The warning lamp 126 is a brake warning lamp that is lighted when aparking brake, not shown, is applied and is also lighted when a fault isoccurring in relation to the brake system, or stated otherwise, when afault is occurring within a target range controlled by a brake ECU, notshown.

The indicator lamp 128 is a high-beam indicator lamp which is lightedwhen a head light, not shown, is directed upwardly. The indicator lamp132 is a light turn-on indicator lamp that is lighted unless a lightswitch, not shown, is turned off. The indicator lamp 134 is a fog lightturn-on indicator lamp that is lighted when a fog light, not shown, isturned on.

The fourth display unit 100 indicates a remaining level of fuel and hasa plurality of warning lamps 150, 152, 154, 156, 158, 160, 162 and aplurality of indicator lamps 164, 166, 168, 170, 172, 174.

The warning lamp 150 is an ABS warning lamp that is lighted when an ABSfunction is suffering a fault, or stated otherwise, a fault is occurringwithin a target range controlled by the ABS ECU 24. The warning lamp 152is an EPS warning lamp that is lighted when the electric power steeringapparatus, not shown, is suffering a fault, or stated otherwise, when afault is occurring within a target range controlled by the EPS ECU 28.The warning lamp 154 is a smart key system warning lamp that is lightedwhen a smart key system, not shown, is suffering a fault, or statedotherwise, when a fault is occurring within part of a target rangecontrolled by the immobilizer ECU 38. The warning lamp 156 is a dooropening and closing warning lamp that is lighted when a door 192(FIG. 1) is not completely closed.

The warning lamp 158 is a remaining fuel level warning lamp that islighted when the remaining level of fuel is low and is also lighted whena fuel meter is suffering a fault. The warning lamp 160 is an airbagsystem warning lamp that is lighted when an airbag system, not shown, ora pretensioner system, not shown, is suffering a fault, or statedotherwise, when a fault is occurring within part of a target rangecontrolled by the SRS ECU 36. The warning lamp 162 is a seatbeltunfastened warning lamp that is lighted when the driver has not fasteneda seatbelt 190 and is also lighted when a fault is occurring in relationto the seatbelt 190, stated otherwise, when a fault is occurring withinpart of the target range controlled by the SRS ECU 36.

The indicator lamp 164 is an economy mode indicator lamp that is lightedwhen an economy mode is selected as a drive mode of the vehicle 12 by aswitch, not shown. The indicator lamp 172 is an immobilizer systemindicator lamp that blinks when the immobilizer ECU 38 is unable torecognize key information.

The indicator lamp 174 is a side airbag automatic shutdown indicatorlamp that is lighted when a sensor, not shown, of a side airbag systemon a front passenger seat is operated and the side airbag system isautomatically shut down.

The fifth display unit 102, which comprises a so-calledmulti-information display (MID) having a display panel such as a liquidcrystal panel or an organic EL panel, is capable of displaying variousitems of information such as messages, etc. depending on commands fromthe meter ECU 32.

(1-2-8. Air Conditioner ECU 34 and Its Periphery)

The air conditioner ECU 34 (FIG. 1) controls the air conditioner 180.

(1-2-9. SRS ECU 36 and Its Periphery)

The SRS ECU 36 controls the airbag system, not shown. The SRS ECU 36 issupplied with output signals from an engine hood sensor 182, a seatbeltsensor 184, and a door sensor 186. The engine hood sensor 182 detectswhether an engine hood 188 is closed or opened. The seatbelt sensor 184detects whether the seatbelt 190 is fastened or not. The door sensor 186detects whether the door 192 is opened or closed.

(1-2-10. Immobilizer ECU 38 and Its Periphery)

The immobilizer ECU 38 controls an immobilizer system, not shown, andthe smart key system, not shown.

(1-3. External Diagnosing Apparatus 14)

The external diagnosing apparatus 14 can perform various diagnoses(including a fault diagnosis) on the vehicle 12. As shown in FIG. 1, theexternal diagnosing apparatus 14 has a communication cable 200, aninput/output unit 202, an operating unit 204, a processor 206, a memory208, and a display unit 210.

The communication cable 200 is connected to a data link connector 194 ofthe vehicle 12 for communication with the vehicle 12. The communicationcable 200 may be replaced with a wireless communication function. Theinput/output unit 202 is used not only for communication with thevehicle 12, but also for sending data to and receiving data from otherexternal devices, e.g., an external server. The operating unit 204includes a keyboard, a mouse, a touch pad, etc., not shown.

The processor 206 performs various control processes for diagnosing thevehicle 12. The memory 208 stores programs and data to be executed andused by the processor 206, and comprises a nonvolatile memory and avolatile memory. The display unit 210 displays operating screens anddiagnostic results of the external diagnosing apparatus 14.

The external diagnosing apparatus 14 may comprise a laptop personalcomputer, a tablet computer, or a smart phone that is commerciallyavailable, for example. The external diagnosing apparatus 14 may notnecessarily be in the form of a single unit, but may be a combination ofa personal computer as a main unit and a slave unit (tester) as aninterface with the vehicle 12.

[2. Control Process in Relation to Idling Stop of the Vehicle 12] (2-1.Normal Flow Overview)

FIG. 3 is a flowchart of a normal processing sequence followed when theengine of the vehicle 12 is automatically stopped from idling at thetime the vehicle 12 comes to a halt. When the vehicle 12 comes to a haltat a red traffic signal (step S1), the driver depresses the clutch pedal62 and then changes the shift position Ps to a neutral position “N”(step S2). Thereafter, the driver releases the clutch pedal 62 (stepS3). The engine 16 is now automatically stopped from idling (step S4),and the IS indicator lamp 112 of the meter display device 92 is lightedin green, indicating that the engine 16 is being stopped from idling(step S5).

When the red traffic signal changes from a red traffic signal to a greentraffic signal (step S6), the driver depresses the clutch pedal 62 (stepS7). The engine is no longer stopped from idling, but is restarted bythe starter motor 42 that has been automatically activated (step S8).The IS indicator lamp 112 is turned off, indicating that the engine 16is not stopped from idling (step S9). The driver moves the shift lever64 to bring the shift position Ps to a drive position, e.g., a firstspeed position, causing the vehicle 12 to start moving (step S10).

(2-2. Idling Stop Control Process of the Engine ECU 20) (2-2-1. OverallFlow)

A control process, i.e., an idling stop control process, carried out bythe engine ECU 20 during the flow shown in FIG. 3 will be describedbelow.

FIG. 4 is a flowchart of an idling stop control process carried out bythe engine ECU 20. In step S21, the engine ECU 20 judges whether aprecondition for stopping the engine 16 from idling (hereinafterreferred to as “IS precondition”) is satisfied or not.

The IS precondition is satisfied when the shift lever 64 is moved to theneutral position (S2 in FIG. 3) and the clutch pedal 62 is released, orstated otherwise, the clutch operated amount θcp becomes equal to orsmaller than a predetermined value (S3 in FIG. 3), for example. Inaddition or alternatively, the IS precondition may be satisfied whenanother action is taken by the driver, e.g., at least one of theconditions where the accelerator pedal 58 is released, or statedotherwise, the accelerator operated amount θap becomes equal to orsmaller than a predetermined value, and where the brake pedal 60 isdepressed, or stated otherwise, the brake operated amount θbp becomesequal to or greater than a predetermined value, and where the vehicle 12is traveling in a certain running state, e.g., when the vehicle speed Vis equal to or smaller than a predetermined value.

In other words, the IS precondition may include at least one conditionthat serves as a basis for stopping the engine 16 from idling, i.e., acondition for judging a situation where the engine 16 is expected tostop idling or a situation suitable for stopping the engine 16 fromidling. Such a condition includes a condition that can be recognized bythe driver for driving the vehicle 12.

Details of step S21 according to the present embodiment will bedescribed later with reference to FIG. 5.

In step S22, the engine ECU 20 judges whether an idling stop permittingcondition (hereinafter referred to as “IS permitting condition”) issatisfied or not. Whereas the IS precondition is a precondition forstopping the engine 16 from idling, e.g., at least one of an actiontaken by the driver and a running state of the vehicle 12, the ISpermitting condition is a condition for not permitting the engine 16 tostop idling even if the precondition for stopping the engine 16 fromidling is satisfied, e.g., a condition about the occurrence of a failureor an excessive deterioration of any component related to the idlingstop of the engine 16 (hereinafter referred to as “idling stop-relatedcomponent”). Details of step S22 will be described later with referenceto FIG. 7.

In step S23, the engine ECU 20 judges whether the engine 16 is permittedto stop idling or not based on the judgment results from steps S21, S22.Specifically, if the IS precondition and the IS permitting conditionsare satisfied, then the engine ECU 20 judges that the engine 16 ispermitted to stop idling, and if the IS precondition or the ISpermitting conditions is not satisfied, then the engine ECU 20 judgesthat the engine 16 is not permitted to stop idling.

If the engine 16 is not permitted to stop idling (S23: NO), then theengine ECU 20 ends the processing sequence of the present processingcycle, and starts the processing sequence of a next processing cyclefrom step S21.

If the engine 16 is permitted to stop idling (S23: YES), then the engineECU 20 carries out the idling stop control process, shutting down theengine 16 in step S24.

In step S25, the engine ECU 20 judges a condition for ending the idlingstop control process and restarting the engine 16 (hereinafter referredto as “IS ending condition”). The IS ending condition is satisfied whenthe clutch pedal 62 is depressed, or stated otherwise, the clutchoperated amount θcp becomes equal to or greater than a predeterminedvalue (S7 in FIG. 3), for example. In addition or alternatively, the ISending condition may be satisfied when another action is taken by thedriver, e.g., at least one of the conditions where the brake pedal 60 isreleased, or stated otherwise, the brake operated amount θbp becomesequal to or smaller than a predetermined value, and where theaccelerator pedal 58 is depressed, or stated otherwise, the acceleratoroperated amount θap becomes equal to or greater than a predeterminedvalue.

In step S26, the engine ECU 20 judges whether or not the engine 16 is toend its idling stop based on the judgment result from step S25.Specifically, if the IS ending condition is satisfied, then the engineECU 20 judges that the engine 16 is to end its idling stop, and if theIS ending condition is not satisfied, then the engine ECU 20 judges thatthe engine 16 is not to end its idling stop.

If the engine 16 is not to end its idling stop (S26: NO), then controlgoes back to step S24, keeping the engine 16 stopped from idling. If theengine 16 is to end its idling stop (S26: YES), then the engine ECU 20energizes the starter motor 42 to restart the engine 16 in step S27.

(2-2-2. Judging IS Preconditions)

FIG. 5 is a flowchart of a process (details of S21 in FIG. 4) carriedout by the engine ECU 20 for judging IS preconditions. FIG. 6 is adiagram illustrating information that is supplied to the engine ECU 20for the engine ECU 20 to judge IS preconditions and IS permittingconditions.

In step S31 shown in FIG. 5, the engine ECU 20 judges whether the shiftposition Ps is “N” (neutral) or not based on an output signal from theshift position sensor 52.

If the shift position Ps is “N” (S31: YES), then the engine ECU 20judges whether the clutch operated amount θcp of the clutch pedal 62 iszero or not, or stated otherwise, whether the clutch pedal 62 isreleased or not, based on an output signal from the clutch pedal sensor50 in step S32. The engine ECU 20 may use another threshold value thanzero insofar as it is effective to judge that the clutch pedal 62 isreleased.

If the clutch operated amount θcp is zero (S32: YES), then the engineECU 20 judges whether the accelerator operated amount θap of theaccelerator pedal 58 is zero or not, or stated otherwise, whether theaccelerator pedal 58 is released or not, based on an output signal fromthe accelerator pedal sensor 46 in step S33. The engine ECU 20 may useanother threshold value than zero insofar as it is effective to judgethat the accelerator pedal 58 is released.

If the accelerator operated amount θap is zero (S33: YES), then theengine ECU 20 judges whether or not the vehicle speed V is equal to orlower than 2 km/h, or stated otherwise, whether the vehicle speed V isof a value suitable for stopping the engine 16 from idling or not, basedon an output signal from the vehicle speed sensor 54 in step S34. Theengine ECU 20 may use another threshold value than 2 km/h insofar as itis effective to judge whether the vehicle speed V is of a value suitablefor stopping the engine 16 from idling or not.

If the vehicle speed V is equal to or lower than 2 km/h (S34: YES), thenthe engine ECU 20 judges that the IS preconditions are satisfied in stepS35. According to the present embodiment, as described above, not onlyall IS preconditions but also all IS permitting conditions need to besatisfied in order to start the idling stop control process.

If the answer to any one of steps S31 through S34 is NO, then the engineECU 20 judges that the IS preconditions are not satisfied, i.e., theidling stop control process cannot be started, in step S36.

(2-2-3. Judging IS Permitting Conditions)

FIG. 7 is a flowchart of a process (details of S22 in FIG. 4) carriedout by the engine ECU 20 for judging IS permitting conditions. In stepS41, the engine ECU 20 judges whether the engine hood 188 is closed ornot based on an output signal from the engine hood sensor 182 or the SRSECU 36.

If the engine hood 188 is closed (S41: YES), then the engine ECU 20judges whether the seatbelt 190 on the driver seat is fastened or notbased on an output signal from the seatbelt sensor 184 or the SRS ECU 36in step S42.

If the seatbelt 190 is fastened (S42: YES), then the engine ECU 20judges whether the door 192 next to the driver seat is closed or notbased on an output signal from the door sensor 186 or the SRS ECU 36 instep S43.

If the door 192 is closed (S43: YES), then the engine ECU 20 judgeswhether the engine 16 has been warmed up or not in step S44.Specifically, the engine ECU 20 judges whether or not the engine coolanttemperature Tw is equal to or greater than a predetermined value, i.e.,a coolant temperature threshold value THtw, and the distance M that thevehicle 12 has traveled after having started is equal to or greater thana predetermined value, i.e., a distance threshold value THm. The enginecoolant temperature Tw is represented by an output signal from thecoolant temperature sensor 44, and the traveled distance M is acquiredfrom the meter ECU 32.

If the engine 16 has been warmed up (S44: YES), then the engine ECU 20judges whether the brake negative pressure Pn is sufficient or not instep S45. Specifically, the engine ECU 20 judges whether or not thebrake negative pressure Pn is equal to or greater than a predeterminedvalue, i.e., a negative pressure threshold value THpn, based on anoutput signal from the negative pressure sensor 80. Since the brakenegative pressure Pn is processed as a positive value, as describedabove, the greater the brake negative pressure Pn, the more effective itis to brake the vehicle 12.

If the brake negative pressure Pn is sufficient (S45: YES), then theengine ECU 20 judges whether the VSA function and the ABS function areshut down or not, thereby judging whether the vehicle 12 is underposture control or not, in step S46. The engine ECU 20 uses outputsignals from the VSA ECU 22 and the ABS ECU 24 for the judgment.

If the VSA function and the ABS function are shut down (S46: YES), thenthe engine ECU 20 judges whether the air conditioner 180 requires noexcessively large electric power or not in step S47. Specifically, whilethe air conditioner 180 is in operation, the engine ECU 20 judgeswhether an outside air temperature Tout falls within a predeterminedrange or not.

The predetermined range refers to a range for judging whether theoutside air temperature Tout is not an extremely low temperature or anextremely high temperature. Stated otherwise, if the outside airtemperature Tout does not fall within the predetermined range, then theload on the air conditioner 180 is necessarily large because it is coldor hot outside the vehicle 12, requiring the engine 16 to operate thealternator 40. The outside air temperature Tout is represented by anoutput signal from an outside air temperature sensor 196 (FIG. 1).

If the air conditioner 180 requires no excessively large electric power(S47: YES), then the engine ECU 20 judges whether or not the vehicle 12is not being steered, thereby confirming that the vehicle 12 is not in asteered posture intending to start immediately while being stopped at anintersection or the like, in step S48. The engine ECU 20 uses an outputsignal (steering angle θst) from the steering angle sensor 82.

If the vehicle 12 is not being steered (S48: YES), then the engine ECU20 judges whether the IS off SW 56 is turned off or not in step S49. Asdescribed above, if the IS off SW 56 is turned on, the idling stopcontrol function in the engine ECU 20 is inactivated.

If the IS off SW 56 is turned off (S49: YES), then the engine ECU 20judges whether the remaining energy level (SOC: State Of Charge) of the12 V battery 86 is sufficient or not in step S50. Specifically, theengine ECU 20 judges whether or not the SOC acquired from the batteryECU 30 is equal to or greater than a predetermined threshold value(hereinafter referred to as “first battery threshold value THsoc” or“threshold value THsoc”).

The SOC is calculated by multiplying the remaining energy level atpresent divided by the fully charged energy level by 100 {SOC=(remainingenergy level at present/fully charged energy level)×100}. The engine ECU20 can judge in step S50 whether the voltage drop that occurs across the12 V battery 86 when the starter motor 42 is energized is lower than apredetermined value or not. If the SOC is equal to or higher than thethreshold value THsoc (S50: YES), then the need for the engine 16 tooperate the alternator 40 to charge the 12 V battery 86 is low.

If the SOC of the 12 V battery 86 is sufficient (S50: YES), then theengine ECU 20 judges whether or not the number Ns of times that thestarter motor 42 has been activated, i.e., an activation count Ns, isequal to or smaller than a predetermined value in step S51.Specifically, the engine ECU 20 judges whether or not the activationcount Ns of the starter motor 42 is equal to or smaller than apredetermined threshold value (hereinafter referred to as “activationcount threshold value THns” or “threshold value THns”). The thresholdvalue THns is a value for judging whether the activation count Ns isexcessive for the starter motor 42 and the starter motor 42 needs to bereplaced or not. If the activation count Ns is equal to or smaller thanthe threshold value THns (S51: YES), then there is no need to avoid theidling stop in view of a deterioration of the starter motor 42. Theactivation count Ns of the starter motor 42 is counted by the engine ECU20 and stored in the memory 74 (FIG. 6).

If the activation count Ns of the starter motor 42 is equal to orsmaller than the predetermined value, i.e., the threshold value THns(S51: YES), then the engine ECU 20 judges whether a fault that inhibitsan idling stop has occurred or not in step S52. Specifically, the engineECU 20 communicates with each of the ECUs that control respective targetranges including components which may possibly suffer faults thatinhibit an idling stop (hereinafter referred to as “IS inhibitingfaults”), and confirms whether an IS inhibiting fault has occurred inthe target range controlled by any of the ECUs or not.

If a fault, which may be an IS inhibiting fault or another fault, hasoccurred in the target range controlled by each ECU, then the ECU storesa fault code in its own memory, e.g., the engine ECU 20 stores a faultcode in the memory 74. The fault code will be used when a faultdiagnosis is performed by the external diagnosing apparatus 14 asdescribed in detail later.

According to the present embodiment, the fault codes include IS faultcodes and fault codes that are not defined as inhibiting an idle stop(hereinafter referred to as “non-IS fault code”). The IS fault codesinclude IS fault codes (hereinafter referred to as “first IS faultcodes”) corresponding to relatively serious faults that result in thelighting of warning lamps assigned to the individual ECUs, e.g., thePGM-FI warning lamp 120, the charging warning lamp 122, etc. shown inFIG. 2, and IS fault codes (hereinafter referred to as “second IS faultcodes”) corresponding to relatively minor faults that result in thelighting of only the common indicator lamp 112, not the warning lampsassigned to the individual ECUs.

The non-IS fault codes correspond to relatively minor faults that do notresult in the lighting of the warning lamps and the indicator lamps. Thenon-IS fault codes are read and used in fault diagnoses by the externaldiagnosing apparatus 14 that is connected to the vehicle 12.

FIG. 8 is a diagram showing examples of faults corresponding to first ISfault codes, second IS fault codes, and non-IS fault codes. As shown inFIG. 8, even if one faulty component, e.g., the 12 V battery 86, isinvolved, a fault corresponding to a first IS fault code, e.g., a faultcode CCCC in FIG. 8: a fault of the alternator 40, causes the chargingwarning lamp 122 (FIG. 2) to be lighted, and a fault corresponding to asecond IS fault code, e.g., a fault code FFFF in FIG. 8: a fault of abattery voltage sensor, causes the IS indicator lamp 112 to be lighted.If the engine 16 is a faulty component, then a fault corresponding to afirst IS fault code, e.g., a fault code AAAA in FIG. 8: a high enginecoolant temperature Tw, causes the PGM-FI warning lamp 120 to belighted, and a fault corresponding to a second IS fault code, e.g., afault code EEEE in FIG. 8: a high detected sensor voltage, causes the ISindicator lamp 112 to be lighted.

Faults corresponding to the non-IS fault codes do not cause either thewarning lamps or the indicator lamps to be lighted.

According to the present embodiment, when each ECU detects a fault in atarget range controlled by itself, it records the fault code in its ownmemory, e.g., the engine ECU 20 records the fault code in the memory 74.

According to the present embodiment, the engine ECU 20, the VSA ECU 22,the ABS ECU 24, the brake negative pressure ECU 26, the EPS ECU 28, thebattery ECU 30, the meter ECU 32, the air conditioner ECU 34, and theSRS ECU are established as ECUs that possibly record IS fault codes. Theimmobilizer ECU 38, however, is not established as an ECU that possiblyrecords IS fault codes.

Referring back to step S52 in FIG. 7, if a fault that inhibits an idlingstop has not occurred (S52: YES), then the engine ECU 20 judges that theIS permitting conditions are satisfied in step S53. According to thepresent embodiment, as described above, it is necessary to satisfy notonly all IS permitting conditions but also all IS preconditions in orderto start the idling stop control process.

If even any one of the answers to steps S41 through S52 is NO, then theengine ECU 20 judges that the IS permitting conditions are notsatisfied, i.e., the idling stop control process cannot be started, instep S54.

(2-3. Idling Stop-related Display Control Process Carried out by theEngine ECU 20) (2-3-1. Overall Flow)

A process carried out by the engine ECU 20 to change displayedinformation on the meter display device 92 through the meter ECU 32,i.e., an idling stop-related display control process, during theprocessing sequence shown in FIG. 3, will be described below.

FIGS. 9 and 10 are first and second flowcharts, respectively, of anidling stop-related display control process carried out by the engineECU 20. In step S61 shown in FIG. 9, the engine ECU 20 judges whetherthe above idling stop (IS) preconditions (see FIG. 5) are satisfied ornot. If the IS preconditions are satisfied (S61: YES), then the engineECU 20 judges whether the above idling stop (IS) permitting conditions(see FIG. 7) are satisfied or not in step S62.

If the IS permitting conditions are satisfied (S62: YES), then theengine 16 is normally stopped from idling. In step S63, the engine ECU20 controls the meter ECU 32 to light the IS indicator lamp 112 (FIG. 2)in green in order to indicate to the driver that the engine 16 isstopped from idling. Other information may be displayed insofar as itindicates to the driver that the engine 16 is stopped from idling.

In step S62, if the IS permitting conditions are not satisfied (S62:NO), then the engine ECU 20 judges whether the VSA function and the ABSfunction are shut down or not, thereby judging whether the vehicle 12 isunder posture control or not, in step S64.

If the VSA function and the ABS function are shut down (S64: YES), thenthe engine ECU 20 judges whether the vehicle 12 is not being steered,thereby confirming that the vehicle 12 is not in a steered postureintending to start immediately while being stopped at an intersection orthe like, in step S65.

If the vehicle 12 is not being steered (S65: YES), then the engine ECU20 judges whether the IS off SW 56 is turned off or not in step S66.

If the IS preconditions are not satisfied (S61: NO), the VSA functionand the ABS function are not shut down (S64: NO), the vehicle 12 isbeing steered (S65: NO), or the IS off SW 56 is not turned off (S66:NO), then the engine ECU 20 controls the meter ECU 32 to de-energize theIS indicator lamp 112 in step S67. If the IS off SW 56 is turned off(S66: YES), then control goes to step S68 in FIG. 10.

In step S68 in FIG. 10, the engine ECU 20 judges whether a deterioratedstate (SOH: State Of Health) of the 12 V battery 86 is good or not.Specifically, the engine ECU 20 judges whether or not the SOH acquiredfrom the battery ECU 30 is equal to or greater than a predeterminedthreshold value (hereinafter referred to as “second battery thresholdvalue THsoh” or “threshold value THsoh”).

The SOH is calculated by multiplying the fully charged energy level atpresent divided by the initial fully charged energy level by 100{SOH=(fully charged energy level at present/initial fully charged energylevel)×100}. The engine ECU 20 can judge in step S68 whether the voltagedrop that occurs across the 12 V battery 86 when the starter motor 42 isenergized is lower than a predetermined value or not.

The judgment results from steps S51, S52, S47 in FIG. 7 may directly beused as judgment results in steps S69, S70, S72 in FIG. 10.

If the SOH of the battery 86 is good in step S68 (S68: YES), then theengine ECU 20 judges whether or not the activation count Ns of thestarter motor 42 is equal to or smaller than a predetermined value,i.e., the threshold value THns, in step S69. If the activation count Nsof the starter motor 42 is equal to or smaller than the predeterminedvalue (S69: YES), then the engine ECU 20 judges whether a fault thatinhibits an idling stop has occurred or not in step S70.

If the SOH of the battery 86 is not good (S68: NO), the activation countNs of the starter motor 42 is not equal to or smaller than thepredetermined value (S69: NO), or a fault that inhibits an idling stophas occurred (S70: NO), then the engine ECU 20 controls the meter ECU 32to light the IS indicator lamp 112 in red in order to indicate to thedriver that the engine 16 is not stopped from idling in step S71.

According to the present embodiment, after the IS indicator lamp 112 hasbeen lighted in red, it is continuously lighted in red until the causeis removed, i.e., until the fault corresponding to the stored fault codeis eliminated by repairing. Consequently, even if the IS preconditionshave come to be not satisfied, the IS indicator lamp 112 is continuouslylighted in red.

If a fault that inhibits an idling stop has occurred (S70: NO), then theIS indicator lamp 112 is lighted in red only upon occurrence of a faultrecording an IS fault code (second IS fault code) that does not displaya warning lamp, e.g., the PGM-FI warning lamp 120, the charging warninglamp 122, or the like, corresponding to a specific ECU, and the ISindicator lamp 112 is de-energized upon occurrence of a fault whichrecords an IS fault code (first IS fault code) that lights a warninglamp corresponding to a specific ECU. However, according to anotherprocess, the IS indicator lamp 112 may simultaneously be lighted when afault recording a first IS fault code has occurred.

If a fault that inhibits an idling stop has not occurred in step S70(S70: YES), then the engine ECU 20 judges whether the air conditioner180 requires no excessively large electric power or not in step S72. Ifthe air conditioner 180 requires no excessively large electric power(S72: YES), then the engine ECU 20 controls the meter ECU 32 tode-energize the IS indicator lamp 112 in step S73. If the airconditioner 180 requires excessively large electric power (S72: NO),then the engine ECU 20 controls the meter ECU 32 to blink the ISindicator lamp 112 in green in order to indicate to the driver that theair conditioner 180 requires excessively large electric power in stepS74. Other information may be displayed insofar as it indicates to thedriver that the air conditioner 180 requires excessively large electricpower.

For an easier understanding of the present embodiment, the idling stopcontrol process carried out by the engine ECU 20 (FIG. 4) and the idlingstop-related display control process carried out by the engine ECU 20(FIGS. 9 and 10) have been described separately. However, the idlingstop control process shown in FIG. 4 and idling stop-related displaycontrol process shown in FIGS. 9 and 10 include many common steps, e.g.,steps of judging whether a IS precondition is satisfied or not (S21 inFIG. 4, S61 in FIG. 9). Therefore, the idling stop control process andthe idling stop-related display control process may be combined into acontrol process.

The idling stop-related display control process (FIGS. 9 and 10) hasbeen described as being mainly carried out by the engine ECU 20.However, judgment steps shown in FIGS. 9 and 10 may be carried out bythe meter ECU 32 either uniquely or using output signals from the engineECU 20. If the meter ECU 32 uses output signals from the engine ECU 20,then the meter ECU 32 may judge whether it has received a signalindicating that the engine 16 is being stopped from idling from theengine ECU 20, rather than performing steps S61, S62.

[3. Vehicle Diagnosing Process] (3-1. Operating Sequence of theOperator)

FIG. 11 is a flowchart of a sequence followed when a fault diagnosis isperformed on the vehicle 12 using the external diagnosing apparatus 14.The flowchart shown in FIG. 11 represents a diagnostic sequence followedby the operator when the user of the vehicle 12 has reported that the ISindicator lamp 112 is lighted in red or when the user of the vehicle 12has reported that the engine 16 often fails to be stopped from idling.If the vehicle 12 suffers a fault that causes a warning lamp, e.g., thePGM-FI warning lamp 120, the charging warning lamp 122, or the likeshown in FIG. 2, corresponding to a specific ECU, to be lighted (seeFIG. 8), then the operator can identify an ECU based on the lightedwarning lamp and proceed with a diagnosis for identifying the cause ofthe fault.

In step S101, the operator turns on the ignition switch, not shown, andjudges whether the IS indicator lamp 112 on the meter display device 92is turned on in red or not {at this time, the vehicle 12 (the engine 16)is stopping}.

If the IS indicator lamp 112 is lighted in red (S101: YES), then theoperator connects the external diagnosing apparatus 14 to the data linkconnector 194 of the vehicle 12, and reads the fault codes recorded inthe ECUs through the external diagnosing apparatus 14, therebyperforming a troubleshooting process using the external diagnosingapparatus 14 in step S102.

FIG. 12 shows by way of example a screen displayed when the externaldiagnosing apparatus 14 has diagnosed the conditions of variouscomponents of the vehicle 12 by reading out fault codes recorded in theECUs of the vehicle 12 while the IS indicator lamp 112 is being lightedin red. Details of FIG. 12 will be described later with reference toFIG. 14. The operator can inspect or repair the vehicle 12 while seeingthe displayed screen shown in FIG. 12.

Referring back to step S101 shown in FIG. 11, if the IS indicator lamp112 is not being lighted in red (S101: NO), then the operator judgeswhether the idling stop control process is normally performed or notwhile the vehicle 12 is being driven with the operator sitting on thefront passenger seat, for example, in step S103. Specifically, in a testrun, the operator asks the driver to repeat a driving behavior in whichthe engine 16 often fails to be stopped from idling, and confirms thatthe engine 16 fails to be stopped from idling when the vehicle 12 comesto a halt. In other words, the operator judges whether the engine 16 isautomatically shut down while the IS preconditions are being satisfied,and the IS indicator lamp 112 is lighted in green or not.

If the idling stop control process is normally performed and itsnon-execution is not repeated (S103: YES), then the operator judges thatthe idling stop control process is normally performed on the vehicle 12in step S104. As a precautionary measure and in view of the claim madeby the user, however, the operator may inspect various componentsrelated to the idling stop control process, or may confirm variouscomponents of the vehicle 12 using the external diagnosing apparatus 14,as with the case with step S105 to be described below.

If the idling stop control process is not executed (S103: NO), then theoperator performs a troubleshooting process using the externaldiagnosing apparatus 14 in step S105.

Specifically, as with step S102, the operator connects the externaldiagnosing apparatus 14 to the vehicle 12 to establish communicationbetween the external diagnosing apparatus 14 and the ECUs of the vehicle12. Then, the operator operates the operating unit 204 of the externaldiagnosing apparatus 14 to start a diagnosis about the idling stopcontrol process. Thereafter, the operator drives the vehicle 12 tosatisfy the IS preconditions.

Specifically, in a test run as described above, the operator asks thedriver to repeat a driving behavior in which the engine 16 often failsto be stopped from idling, attempting to replicate the state that theengine fails to be stopped from idling when the vehicle 12 comes to ahalt.

The display unit 210 of the external diagnosing apparatus 14 thendisplays a screen shown in FIG. 13. For example, details of thedisplayed screen shown in FIG. 13 will be described later with referenceto FIG. 15. The operator is now able to analyze reasons why the engine16 of the vehicle 12 fails to be stopped from idling while seeing thedisplayed screen shown in FIG. 13.

The operator can then explain to the user the way in which the vehicle12 is driven with the idling stop control process being not executed,using the displayed screen shown in FIG. 13. For example, if the engine16 is displayed as being warmed up (S44 in FIG. 7), then the operatorjudges that the engine 16 has not been warmed up and tells the user thefact that the engine 16 has not been warmed up. If the brake negativepressure Pn is displayed as not being sufficient (S45 in FIG. 7), thenthe operator can point out that the user has done brake pumpingexcessively.

(3-2. Processing Sequence of the External Diagnosing Apparatus 14)(3-2-1. If the IS Indicator Lamp 112 is Lighted in Red)

FIG. 14 is a flowchart of a processing sequence carried out by theexternal diagnosing apparatus 14 for confirming the states of thevarious components of the vehicle 12 if the IS indicator lamp 112 islighted in red. As described above, if the vehicle 12 suffers a faultthat causes a warning lamp, e.g., the PGM-FI warning lamp 120, thecharging warning lamp 122, or the like shown in FIG. 2, corresponding toa specific ECU, to be lighted, then the operator can identify an ECUbased on the lighted warning lamp and proceed with a diagnosis foridentifying the cause of the fault. Stated otherwise, the externaldiagnosing apparatus 14 separately carries out a diagnostic process atthe time such a warning lamp is lighted (hereinafter referred to as“specific warning lamp-lighted diagnostic process”and a diagnosticprocess at the time the idling stop is not executed though a warninglamp corresponding to a specific ECU is not lighted (hereinafterreferred to as “IS diagnostic process”). The processing sequence shownin FIG. 14 represents the IS diagnostic process.

In step S111, the external diagnosing apparatus 14 judges whether theoperator has made a request for the confirmation of the situations ofvarious components of the vehicle 12 (hereinafter referred to as “firstIS system test”) or not while the IS indicator lamp 112 is being lightedin red. If there is no request for the first IS system test (S111: NO),then the present cycle of the processing sequence is ended.

If there is a request for the first IS system test (S111: YES), then instep S112 the external diagnosing apparatus 14 communicates with theECUs to inquire whether there is a cause of the red lighting of the ISindicator lamp 112, e.g., a recorded second IS fault code, or not, and,in the event that there is such a cause, acquires data related to an ISprecondition (see FIG. 5) and an IS permitting condition (see FIG. 7) atthe time the cause occurs. At this time, the external diagnosingapparatus 14 may communicate with only an ECU that is possibly recordingthe cause, e.g., an ECU that is possibly recording a second IS faultcode.

The action performed by the external diagnosing apparatus 14 to make therounds of the ECUs to communicate therewith is referred to as “roundaccess”. Instead of performing a round access, the external diagnosingapparatus 14 may acquire judgment results from the engine ECU 20, etc.

As described above, the external diagnosing apparatus 14 according tothe present embodiment separately carries out a diagnostic process atthe time a warning lamp assigned to an individual ECU, e.g., the PGM-FIwarning lamp 120, the charging warning lamp 122, or the like, is lighted(specific warning lamp-lighted diagnostic process) and a diagnosticprocess at the time the idling stop is not executed though the warninglamp is not lighted (IS diagnostic process). An IS fault code that theexternal diagnosing apparatus 14 inquires about its presence or not instep S112 corresponds to a fault that does not light a warning lamp,i.e., a second IS fault code (see FIG. 8). Stated otherwise, in stepS112, the external diagnosing apparatus 14 does not inquire each ECUwhether there is a first IS fault code or not. In this manner, theexternal diagnosing apparatus 14 has its processing load reduced and itsprocessing time shortened.

In step S113, the external diagnosing apparatus 14 displays the judgmentresult of step S112 on the display unit 210 (see FIG. 12).

As shown in FIG. 12, the judgment result or screen displayed in stepS113 displays whether a fault has occurred or not with respect to eachof the causes that can light the IS indicator lamp 112 in red.Specifically, the displayed screen shown in FIG. 12 displays whether theSOH of the battery 86 is sufficient or not (S68 in FIG. 10), whether ornot the activation count Ns of the starter motor is equal to or smallerthan the predetermined value (S69), and whether there are second ISfault codes or not (S70).

As shown in FIG. 12, the display unit 210 displays whether there arerecorded second IS fault codes or not and, if there are recorded secondIS fault codes, details thereof, with respect to the respective ECUs 20,22, 24, 26, 28, 30, 32, 34, 36 which may possibly have second IS faultcodes recorded.

Therefore, it is possible to display whether there are recorded secondIS fault codes or not and, if there are recorded second IS fault codes,details thereof, with respect to the respective ECUs 20, 22, 24, 26, 28,30, 32, 34, 36 which may possibly have second IS fault codes recorded.The displayed screen shown in FIG. 12 thus makes it easy for theoperator to judge and verify the results of the inquiries made by theexternal diagnosing apparatus 14.

(3-2-2. If the IS Indicator Lamp 112 is Not Lighted in Red)

FIG. 15 is a flowchart of a processing sequence carried out by theexternal diagnosing apparatus 14 for confirming the states of thevarious components of the vehicle 12 if the IS indicator lamp 112 is notlighted in red.

In step S121, the external diagnosing apparatus 14 judges whether theoperator has made a request for the confirmation of the situations ofvarious components of the vehicle 12 (hereinafter referred to as “secondIS system test”) or not while the IS indicator lamp 112 is not beinglighted in red. If there is no request for the second IS system test(S121: NO), then the present cycle of the processing sequence is ended.

If there is a request for the second IS system test (S121: YES), thenthe external diagnosing apparatus 14 judges whether the IS preconditions(see FIG. 5) are satisfied or not by communicating with the engine ECU20 in step S122. At this time, the external diagnosing apparatus 14 maycommunicate with the engine ECU 20 only for the purpose of acquiringvalues for judging whether the IS preconditions are satisfied or not.

If the IS preconditions are satisfied (S122: YES), then the externaldiagnosing apparatus 14 judges whether the IS permitting conditions (seeFIG. 7) are satisfied or not by communicating with the engine ECU 20 instep S123. At this time, the external diagnosing apparatus 14 maycommunicate with the engine ECU 20 only for the purpose of acquiringvalues and states for judging whether the IS permitting conditions aresatisfied or not.

In step S124, the external diagnosing apparatus 14 displays the judgmentresult of step S123 on the display unit 210 (see FIG. 13). As shown inFIG. 13, the displayed judgment result or screen displays that theidling stop is not executed because the SOC of the battery 86 is notequal to or greater than 40%. According to the present embodiment,therefore, the judgment results and current states of the ISpreconditions and the IS permitting conditions are displayed, and thedetails of the IS preconditions and the IS permitting conditions arealso displayed.

The displayed judgment results, current states, and the IS preconditionsand the IS permitting conditions allow the operator to judge which oneof the IS preconditions and the IS permitting conditions is notsatisfied, and also allow the operator to tell the user that the idlingstop is not executed because the vehicle 12 is in a situation where theidling stop should not be executed, rather than suffering a fault, asthe result of the judgment. For example, if the engine coolanttemperature Tw in the item “ENGINE COOLANT TEMPERATURE” is lower than“45° C.” and the engine 16 has not been warmed up, then the operator canpoint out to the user that the engine 16 has not been warmed up. If thebrake negative pressure Pn is lower than “39.1 kPa” in the item “BRAKENEGATIVE PRESSURE”, then the operator can point out to the user that theuser has done brake pumping excessively while driving the vehicle 12.

Referring back to step S122 in FIG. 15, if the IS preconditions are notsatisfied (S122: NO), then the external diagnosing apparatus 14 displaysan error message on the display unit 210 in step S125.

[4. Advantages of the Embodiment]

According to the present embodiment, as described above, the vehicle 12includes the IS indicator lamp 112 (idling stop failure indicator). Whena fault which records the second IS fault code (see FIG. 8) is occurredin any of ECUs, the IS indicator lamp 112 indicates that the faultcorresponding to the second IS fault code has occurred. The fault whichrecords the second IS fault code does not light or blink the warninglamp 104 or the like. When the fault that does not light or blink thewarning lamp 104 or the like but inhibits an idling stop from occurring,the driver can recognize the occurrence of the fault based on theindication of the IS indicator lamp 112.

Accordingly, even if an idling stop is not executed in a case where thedriver of the vehicle tends to expect that the idling stop is carriedout, e.g., when the driver waits for the traffic light at anintersection, the driver can simply and visually confirm the indicationof the idling stop failure indicator to see if the reason for thenon-execution of the idling stop is due to the fault corresponding tothe first IS fault mode or the second IS fault mode. Therefore, thedriver can concentrate on driving securely without having an unnecessarysense of mistrust such that the idling stop is not executed properly.

The second IS fault codes correspond to minor faults compared to thefirst IS fault codes. By utilizing both of the warning lamp 104 or thelike and the IS indicator lamp 112, the driver can recognize the degreeof urgency about the fault case by case. In a repair shop or the likefor a fault diagnosis of the vehicle 12, the second IS fault codes canalso be used as a guide for performing diagnoses on the ECUs.

In the present embodiment, when the faults that record the second ISfault codes in any of the ECUs have occurred in target ranges controlledthereby, the single IS indicator lamp 112 is used for indicating thatthe faults (idling stop faults) corresponding to the second IS faultcodes have occurred (S70 in FIG. 10: NO→S71).

Generally, each of warning lamps in the vehicle which demands aninspection or repair of a failure in the vehicle is associated with aspecific ECU. Stated otherwise, when an energized (lighted, blinked orthe like) warning lamp is specified, the ECU for controlling the failurecomponent can be identified. In contrast, when faults which record thesecond IS fault codes in any of the ECUs have occurred in target rangescontrolled thereby, the single IS indicator lamp 112 is used forindicating that the idling stop faults have occurred. Thus, only one ISindicator lamp 112 indicates that the idling stop faults have occurredwhen any of the ECUs detect the idling stop faults. Accordingly, theuser can easily recognize whether an idling stop failure has occurred ornot while the user is driving the vehicle.

In the present embodiment, regardless of a fact that the fault whichrecords the one of the second IS codes in any of the ECUs has occurredin a target range controlled thereby, the idling stop is inhibited andthe idling stop fault is indicated (i.e., the IS indicator lamp 112 islighted in red) when the activation count Ns of the starter motor 42 islarger than a predetermined value (activation count threshold valueTHns) (S69 in FIG. 10: NO) or when the voltage drop across the 12 Vbattery 86 at the time the starter motor 42 is energized is lower than apredetermined value (S68 in FIG. 10: NO).

Even if no fault has occurred in the vehicle 12, the driver canrecognize a risk that the vehicle cannot possibly be started owing tothe deterioration or the like, through the indication of the ISindicator lamp 112.

B. Modifications

The present invention is not limited to the above embodiment, but mayemploy various arrangements based on the disclosure of the descriptionthereof. For example, the present invention may employ the followingarrangements:

[1. Objects Incorporating the Invention]

In the above embodiment, the external diagnosing apparatus 14 isincorporated in the vehicle 12. However, the external diagnosingapparatus 14 may be incorporated in other apparatus, e.g., mobileobjects including ships, aircrafts, etc. whose drive source may bestopped from idling. The drive source may not necessarily be a drivesource for generating drive power for directly moving a mobile objectsuch as the vehicle 12 or the like, but may be an engine for actuating amotor to generate electric power on the vehicle 12. Alternatively, thedrive source may be a drive force generator such as a cooling pump, anair compressor, or the like for use in a mobile object such as thevehicle 12 or a manufacturing apparatus.

[2. Vehicle 12] (2-1. Arrangement)

In the above embodiment, the vehicle 12 is an MT vehicle. However, thevehicle 12 is not limited to an MT vehicle, but may be other vehiclesinsofar as their drive source can be stopped from idling, such as anautomatic transmission vehicle (AT vehicle), for example.

In the above embodiment, the vehicle 12 is a diesel-powered vehicle.However, the vehicle 12 is not limited to a diesel-powered vehicle, butmay be other vehicles insofar as their drive source can be stopped fromidling, such as a gasoline-powered vehicle, a hybrid vehicle, or a fuelcell vehicle.

(2-2. Conditions for an Idling Stop)

In the above embodiment, the conditions for use in the idling stopcontrol process (FIG. 4) are separated into the IS preconditions (FIG.5) and the IS permitting conditions (FIG. 7). However, the conditionsfor use in the idling stop control process may not necessarily bedivided into the IS preconditions and the IS permitting conditions.Specifically, since it is sufficient for those conditions to judgewhether an idling stop is to be executed or not according to the idlingstop control process, unlike the idling stop-related display controlprocess (FIGS. 9 and 10), the IS preconditions and the IS permittingconditions may be used together as idling stop (IS) conditions.

According to the idling stop-related display control process, if thedriver can be notified of a state wherein an idling stop cannot beexecuted though the IS preconditions are satisfied, then the processingsequences according to the flowcharts shown in FIGS. 9 and 10, i.e., theprocessing sequences for separately carrying out the steps of judgingthe IS preconditions and the steps of judging the IS permittingconditions, may not have to be carried out, but operation of the ISindicator lamp 112 may be determined based on a combination ofconditions related to an idling stop.

The details of the IS preconditions and the IS permitting conditions foruse respectively in the idling stop control process and the idlingstop-related display control process may be changed appropriatelyproviding that the IS preconditions include at least one preconditionfor an idling stop. The one precondition includes a condition that canbe recognized by the driver for driving the vehicle 12.

Stated otherwise, a situation in which the driver assumes that theexecution of an idling stop may be established as an IS precondition andthe IS indicator lamp 112 or the like may indicate that an idling stopis not executed though the IS precondition is satisfied. For example,providing that the IS preconditions include at least one preconditionfor an idling stop which can be recognized by the driver for driving thevehicle 12, it is possible to establish any conditions included in theIS permitting conditions according to the above embodiment as ISpreconditions, and also to establish any conditions included in the ISpreconditions according to the above embodiment as IS permittingconditions.

The term “IS permitting conditions” is essentially the same as the term“idling stop (IS) prohibiting conditions” except that satisfying the ISpermitting conditions means not satisfying the IS prohibitingconditions.

(2-3. Lighting/Blinking of the IS Indicator Lamp 112)

In the above embodiment, the IS indicator lamp 112 (idling stop failureindicator) is lighted or blinks in green when an idling stop is executed(S63 in FIGS. 9 and S74 in FIG. 10), and in red when the idling stoppermitting conditions are partly not satisfied (S71 in FIG. 10).However, the IS indicator lamp 112 may be operated otherwise insofar asit allows the driver to judge when an idling stop is executed, when anidling step is not executed though the IS preconditions are satisfied,and when the IS preconditions are not satisfied.

For example, the IS indicator lamp 112 may be lighted in green when anidling stop is executed, in red in S71 in FIG. 10, in yellow when theother IS permitting conditions are not satisfied, and may bede-energized when the IS preconditions are not satisfied.

In the above embodiment, if a second IS fault code is recorded in any ofthe ECUs, the IS indicator lamp 112 is lighted in red (S70 in FIG. 10:NO→S71). However, a plurality of IS indicator lamps 112 may be provided,and a different IS indicator lamp 112 may be lighted or blink for eachof the ECUs.

In the above embodiment, the IS indicator lamp 112 is used to indicatethe non-execution of an idling stop when a second IS fault code isrecorded. However, the non-execution of an idling stop may be indicateddifferently, e.g., on the fifth display unit 102 (MID).

[3. External Diagnosing Apparatus 14] (3-1. Arrangement)

In the above embodiment, the external diagnosing apparatus 14 may be asingle unit comprising a laptop personal computer, a tablet computer, ora smart phone that is commercially available, for example. However, theexternal diagnosing apparatus 14 may be a combination of a personalcomputer as a main unit and a slave unit (tester) as an interface withthe vehicle 12.

In the above embodiment, the external diagnosing apparatus 14communicates with each of the ECUs through the communication cable 200.However, the external diagnosing apparatus 14 may communicate with eachof the ECUs through a wireless link.

The diagnostic software used by the external diagnosing apparatus 14 isprerecorded in the memory 208. However, the diagnostic software may bedownloaded from an external source, e.g., an external server that can beaccessed through a public network, or may be executed using adownload-free ASP (Application Service Provider).

(3-2. Control)

In the flowchart shown in FIG. 14, the external diagnosing apparatus 14requests the ECUs 20, 22, 24, 26, 28, 30, 32, 34, 36 which may possiblyhave second IS fault codes recorded to send only second IS fault codes.However, the external diagnosing apparatus 14 may request the ECUs 20,22, 24, 26, 28, 30, 32, 34, 36 to send data insofar as they includesecond IS fault codes. For example, the external diagnosing apparatus 14may request the ECUs 20, 22, 24, 26, 28, 30, 32, 34, 36 to send first ISfault codes and second IS fault codes, and then the second IS faultcodes may be extracted on the side of the external diagnosing apparatus14. Alternatively, the external diagnosing apparatus 14 may request theECUs 20, 22, 24, 26, 28, 30, 32, 34, 36 to send all fault codes (firstIS fault codes, second IS fault codes, and non-IS fault codes) or secondIS fault codes and non-IS fault codes, and then the second IS faultcodes may be extracted on the side of the external diagnosing apparatus14.

If fault codes other than second IS fault codes are sent, they may beprocessed as follows: The external diagnosing apparatus 14 may have adatabase included in the memory 208, the database having registeredsecond IS fault codes corresponding to the ECUs 20, 22, 24, 26, 28, 30,32, 34, 36 which may possibly have second IS fault codes recorded, ormay download such a database from an external source.

Then, the external diagnosing apparatus 14 reads out second IS faultcodes and other fault codes from the ECUs 20, 22, 24, 26, 28, 30, 32,34, 36 which may possibly have second IS fault codes recorded. Theexternal diagnosing apparatus 14 may then compare the read fault codeswith the fault codes registered in the database in association with theECUs 20, 22, 24, 26, 28, 30, 32, 34, 36 which may possibly have secondIS fault codes recorded, and extract second IS fault codes.

Consequently, even though the fault codes read by the externaldiagnosing apparatus 14 include fault codes other than second IS faultcodes, the external diagnosing apparatus 14 can simply extract second ISfault codes.

(3-3. Displayed Screens)

In the above embodiment, the diagnostic result from the externaldiagnosing apparatus 14 is displayed on the display unit 210 thereof.However, the diagnostic result from the external diagnosing apparatus 14may be displayed on a monitor, not shown, of a navigation device, notshown, on the vehicle 12.

In the above embodiment, the screens shown in FIGS. 12 and 13 aredisplayed on the display unit 210. However, screens for displayingdiagnostic results are not limited to those illustrated screens.

For example, in FIGS. 12 and 13, the details of the IS permittingconditions that are satisfied are displayed in addition to the detailsof the IS permitting conditions that are not satisfied. However, onlythe details of the IS permitting conditions that are not satisfied maybe displayed.

According to the flowchart shown in FIG. 15, the screen (FIG. 13) isdisplayed only if the IS preconditions are satisfied (S122: YES→S124 inFIG. 15). However, even if the IS preconditions are not satisfied, ascreen with respect to at least one of the IS preconditions and the ISpermitting conditions may be displayed. In this case, it is preferableto display on the screen information about whether the IS preconditionsare satisfied or not.

1. A vehicle diagnosing system for performing a fault diagnosis of avehicle including an idling stop control system, the idling stop controlsystem executing an idling stop for stopping a drive source of thevehicle from idling by cooperatively controlling a plurality ofelectronic control units, wherein the vehicle comprises: a plurality ofwarning lamps associated with specific ones of the electronic controlunits, and configured to demand an inspection or repair of a failurewhich has occurred in the vehicle; and an idling stop controllerconfigured to automatically execute the idling stop when a predeterminedcondition is satisfied; wherein when the electronic control units detecta fault in target ranges controlled thereby, the electronic controlunits, record fault codes; the fault codes include idling stop faultcodes defined as inhibiting the idling stop of the drive source, andnon-idling stop fault codes not defined as inhibiting the idling stop;the idling stop fault codes include first idling stop fault codesdefined as energizing the warning lamps and second idling stop faultcodes not defined as energizing the warning lamps; and the vehiclefurther comprises an idling stop failure indicator configured toindicate an idling stop fault corresponding to one of the second idlingstop fault codes when the idling stop fault which records the one of thesecond idling stop fault codes in any of the electronic control unitshas occurred in a target range controlled thereby.
 2. The vehiclediagnosing system according to claim 1, wherein the idling stop failureindicator includes a single indicator lamp, and the idling stop failureindicator indicates the idling stop fault by the single indicator lampwhen the idling stop fault which records the one of the second idlingstop fault codes in any of the electronic control units has occurred inthe target range controlled thereby.
 3. The vehicle diagnosing systemaccording to claim 1, wherein whether or not the idling stop fault whichrecords the one of the second idling stop fault codes in any of theelectronic control units has occurred in the target range controlledthereby, the idling stop is inhibited and the idling stop fault isindicated when an activation count of a starter motor is larger than apredetermined value or when a starting performance of the starterbattery for the starter motor is lower than a predetermined value.
 4. Avehicle diagnosing method of performing a fault diagnosis of a vehicleincluding an idling stop control system, the idling stop control systemexecuting an idling stop for stopping a drive source of the vehicle fromidling by cooperatively controlling a plurality of electronic controlunits, wherein the vehicle comprises: a plurality of warning lampsassociated with the electronic control units, and configured to demandan inspection or repair of a failure which has occurred in the vehicle;and an idling stop controller configured to automatically execute theidling stop when a predetermined condition is satisfied; wherein whenthe electronic control units detect a fault in target ranges controlledthereby, the electronic control units record fault codes; the faultcodes include idling stop fault codes defined as inhibiting the idlingstop of the drive source, and non-idling stop fault codes not defined asinhibiting the idling stop; the idling stop fault codes include firstidling stop fault codes defined as energizing the warning lamps andsecond idling stop fault codes not defined as energizing the warninglamps; and an idling stop failure indicator in the vehicle indicates anidling stop fault corresponding to one of the second idling stop faultcodes when the idling stop fault which records the one of the secondidling stop fault codes in any of the electronic control units hasoccurred in a target range controlled thereby.
 5. A vehicle including anidling stop control system, the idling stop control system executing anidling stop for stopping a drive source of the vehicle from idling bycooperatively controlling a plurality of electronic control units,wherein the vehicle comprises: a plurality of warning lamps associatedwith the electronic control units, and configured to demand aninspection or repair of a failure which has occurred in the vehicle; andan idling stop controller configured to automatically execute the idlingstop when a predetermined condition is satisfied; wherein when theelectronic control units detect a fault in target ranges controlledthereby, the electronic control units record fault codes; the faultcodes include idling stop fault codes defined as inhibiting the idlingstop of the drive source, and non-idling stop fault codes not defined asinhibiting the idling stop; the idling stop fault codes include firstidling stop fault codes defined as energizing the warning lamps andsecond idling stop fault codes not defined as energizing the warninglamps; and the vehicle further comprises an idling stop failureindicator configured to indicate an idling stop fault corresponding toone of the second idling stop fault codes when the idling stop faultwhich records the one of the second idling stop fault codes in any ofthe electronic control units has occurred in a target range controlledthereby.